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Kuwait Civil Aviation Safety Regulations – Part 6 – Operation of Aircraft – Attachment "AA"

NRSA 2017-8 October 2017

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Attachment "AA"

TRAINING

Training Program

The Air Operator training program syllabus shall include all applicable subsections of this standard. 1. Delegation Policy

a) The Authorized Examiner /Instructors Program has been established to allow the Air Operator to develop and maintain a program of Flight and Cabin Crew Training and checks under the supervision of DGCA-ASD Flight Operations.

b) The Authorized Examiner’s/Instructors Program is designed to supplement inspection requirements by delegation of certain powers. The number of Authorized Examiners/Instructors and their conduct of Flight/Cabin Checks is closely monitored by and at the option of the DGCA-ASD.

c) Any of the Flight/Cabin Checks referred to in this manual may be conducted or monitored by DGCA-ASD Inspector.

d) Qualified personnel nominated by the Air Operator may be designated as an Authorized Examiner/Instructors by the Aviation Safety Director of the DGCA.

e) The Aviation Safety Director may withdraw, suspend, amend or cancel the Authorized Examiner’s/Instructors Authority with just cause.

f) The authority to conduct checks will specify the type of Flight/Cabin Check the Authorized Examiner/Instructors may conduct and on which aircraft type.

g) An Air Operator shall advise the DGCA-ASD when an Authorized Examiner/Instructors is no longer employed with the company or will not be required to perform Authorized Examiner/Instructor duties during the coming 12 months.

2. Training Standard

a) Training Program Standard to Flight Crew Members

i) Training Syllabus The flight crew training program requires a syllabus that shall

include sufficient time to ensure coverage of the subject matter to meet the performance objective during each period and the total programmed hours set aside for the training.

ii) Ground Training Examinations The ground training program shall provide a means of evaluating

the trainee after initial and recurrent completion of the syllabus by completion of a written examination with a review and correction of any errors. Training examinations shall be comprehensive, and periodically reviewed and updated.



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iii) Aircraft Type Training

A type training program is to be titled as to the type to which it applies. The program shall stress the operation (normal, abnormal, emergency and malfunctions) of the aircraft systems and equipment. Instruction related to components and systems that flight crews cannot control, influence or operate shall be minimized.

iv) Approval and Use of Aircraft Simulators and Other Training Devices

Each aircraft simulator and other training devices that are used in a training course shall meet the following requirements:

(A) The simulator or other training device shall be specifically approved by the Kuwait DGCA for:

i) an Air Operator holding a State of Kuwait Air Operator Certificate;

ii) approved for the type aircraft and, if applicable, the particular variation within type for which the training or Pilot Proficiency Check is being conducted; and

(iii) the particular maneuver, procedure, or crew member function involved.

(B) The simulator or other training device shall maintain the performance, functional, and other characteristics that are required for approval.

(C) Be modified to conform with any modification to the aircraft being simulated that changes the performance, functional, or other characteristics required for approval.

(D) Be given a daily functional pre-flight check before being used.

(E) Have a daily discrepancy log kept with each discrepancy entered in that log by the appropriate Instructor or DGCA/ASD Inspector at the end of each training session or Pilot Proficiency Check.

(F) A particular aircraft simulator or other training device may be approved for use by more than one Air Operator.

(G) An aircraft simulator may be used instead of the aircraft to satisfy the in-flight requirements, if the simulator:

(i) is approved by the Kuwait DGCA and meets the appropriate simulator requirements.

(ii) is used as part of an approved program that meets the training requirements.



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b) Training Program Standard to All Crew Members

i) Manuals

Manuals, if applicable, shall be provided during training to each trainee on the subject matter to be taught.

ii) Training Aids

All training aids shall be available and relevant to the program being presented.

iii) Examinations

Comprehensive examinations shall be used to validate competency of the trainee.

iv) Recurrent training

The knowledge, skills and qualifications of all crew members including the instructors and examiners must be maintained by the provision of recurrent training.

3. Crew Training on a Contract Basis

An Air Operator may contract crew member training to another organization provided: a) the arrangement is clearly provided for in the approved training program; b) the organization uses the manuals and publications used by the Air

Operator (SOP's, Aircraft Flight Manual, Aircraft Operating Manual, if applicable, Company Operations Manual, Cabin Crew Member Manual, etc.);

c) the Air Operator ensures that the training is conducted in accordance with an approved program;

d) where type training is conducted the training is provided on the type and model operated by the Air Operator; and

e) the Air Operator maintains training records.

4. Training Facilities

Training facilities shall be adequate to ensure that training objectives can be achieved. Facilities shall be:

a) quiet and free of distractions;

b) suitably lighted for the type of instructions to be given, e.g. lectures, slides and audio-visual;

c) furnished with sufficient desks, chairs, chalkboards and other appropriate equipment; and

d) equipped with training aids such as films, Vu-graphs, system components, audio-visual, aircraft manuals or computer based systems.



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5. Training Personnel

Training Personnel - General

i) All training personnel shall have been briefed on:

(A) the objectives and standards of the Air Operator's Training Program;

(B) the effective use of training devices used in the program;

(C) safety in the training environment; and

(D) pertinent State of Kuwait Safety Regulations and Standards;

ii) All training personnel shall have demonstrated, to the satisfaction of the Air Operator and the Kuwait DGCA proficient level of practical and theoretical knowledge of:

(A) the subject the instructor is to teach;

(B) the aircraft type the instructor is to teach;

(C) the basic principles of learning and techniques of instruction;

(D) preparation and use of lesson plans;

(E) briefing and debriefing techniques relative to the exercises; and

(F) all associated training devices.

6. Approval of Ground Instructors

a) Category of Ground Instructors:

i) Instructor - Simulator

ii) Instructor - Technical

iii) Instructor - Air Safety

b) Instructor Simulator

Qualifications and Experience:

i) former Authorized Examiner, Pilot with category “Simulator” or “Aircraft” on type;

ii) had undergone and maintained type recency in accordance with the requirements detailed in the Company Operations Manual of the Air Operator;

iii) sound technical knowledge, skills and teaching ability evaluated by Kuwait DGCA Flight Operations Inspector;

iv) have received instruction on the operation of the simulator from an instructor qualified to operate the simulator; and

v) shall undergo periodical Pilot Proficiency Checks as for active pilots.



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Duties and Responsibilities:

i) conduct Simulator training for Pilots for initial, conversion and continuation including, Low Visibility Operation, and ETOPS, RVSM, MNPS, RNP;

ii) conduct Route/Airport training and familiarization;

iii) conduct Aircraft Performance, and Weight and Balance courses;

iv) monitoring the operation and identifying problems which may require the provision of extra training or changes in operational procedures;

v) together with the respective Chief Pilot, the establishment and delivery of the standards and piloting techniques with which flight crew shall be expected to comply during flight operations and which the flight crew shall be required to demonstrate during initial and recurrent checks;

vi) supervision of the standards and recommending amendments to their respective aircraft operating manuals and standard operating procedures;

vii) maintaining the Air Operator's training records;

viii) liaison with crew scheduling concerning training details; and

ix) any other duties assigned by the respective Chief Pilot.

Authority and Privileges:

The certificate holder shall be authorized to sign DGCA-ASD Skill Test Form (Pilots), but shall not sign any part of the Pilot’s License.

c) Instructor Technical

Qualifications and Experience:

i) Current or former Pilot, Flight or Maintenance Engineer with minimum experience of 5 years in Aviation field; and

ii) Sound technical knowledge, skills and teaching ability evaluated by Kuwait DGCA Flight Operations Inspector.

Duties and Responsibilities: i) Conduct Ground Technical courses, Aircraft Systems and

Performance initial and refresher on fixed based simulator or any other approved training devices.

ii) Conduct other technical training task as proposed by the Operator and approved by the Kuwait DGCA.

d) Instructor Air Safety

Qualifications and Experience: i) Current or former Pilot, Flight Engineer with minimum flying

experience of 3 years. or



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Current or former Cabin crewmember with minimum experience of 8 years of which 3 years as a Cabin Crew Leader.

ii) Sound technical knowledge of air safety requirements and teaching ability evaluated by Kuwait DGCA Flight Operations/ Cabin Safety Inspector.

iii) Air safety instructors should undergo a selection process designed to assess that the individual’s knowledge, capability and competency are suitable for the instructor’s role and to determine the person’s motivation. In addition, selection of an instructor should be based on criteria intended to define a proven capability in the subject for which he/she expects to instruct, in accordance with the competencies described in (iv).

iv) Training programs for the Air safety instructor role should start with a DGCA approved Training techniques course and focus on development of the competencies listed in the Attachment to this chapter. The competency framework consists of competency units, competency elements, and performance criteria. The competency framework for Air safety instructors should be based on the following competency units:

a) manage safety of the training environment;

b) prepare the training environment;

c) manage and support the trainee;

d) conduct training;

e) perform trainee assessment;

f) perform course evaluation; and

g) continuously improve performance.

v) Prior to the issue of an instructor qualification, all candidates should successfully complete a formal competency assessment in the role, during the conduct of practical training. The final assessment of instructor competence should be made against the competency framework contained in the Attachment to this Chapter.

vi) All instructors should receive annual refresher training, and be re-assessed according to (v) using a documented training and assessment process acceptable to the DGCA, implemented by the operator or training organization.

vii) All Air safety instructor’s training programs (initial, conversion and refresher) shall only be conducted by a DGCA approved Air Safety Instructor, with a minimum of 2 years’ experience as a safety instructor, for the related aircraft type who passed the approved DGCA Train the Trainer advanced course.



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Duties and Responsibilities: To conduct the following courses for Flight and Cabin Crew:

i) General and aircraft type specific Emergency courses, initial, conversion and refresher, covering the DGCA required Emergency procedures including theoretical, practical and Cabin Crew line indoctrination training.

ii) Flight Duty Time limitation training.

e) Examiner Air Safety

Qualifications / Experience/ competency : i) Current or former Pilot, Flight Engineer with minimum flying

experience of 3 years; or Current or former Cabin crewmember with minimum experience of 8 years of which 3 years as a Cabin Crew Leader; or A person with high education in Aviation Safety and with minimum of 2 years’ experience in Aviation Instructional field; and Three years of experience as instructor air safety

ii) conduct a minimum of three checks for flight or cabin crew as applicable in any 12 months period.

Duties and Responsibilities: To conduct the following courses for: i) General Emergency course, initial, and refresher, covering Air

Safety courses including practical training. ii) Specific Emergency courses on type, initial and refresher courses

including practical training. iii) Examine Flight and Cabin Crew

f ) Air Safety Evaluator

Qualifications / Experience/competency : i) Current or former Pilot, Flight Engineer with minimum flying

experience of 3 years. or Current or former Cabin crewmember with minimum experience of 8 years of which 3 years as a Cabin Crew Leader. or A person with high education in Aviation Safety and with minimum of 2 years’ experience in Aviation Instructional field. and One years of experience as Examiner air safety .

ii) conduct a minimum of three checks for flight or cabin crew as applicable in any 12 months period.

iii) conduct a minimum of 2 air safety instructor / examiners evaluation in any 12 months period .



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Duties and Responsibilities: To conduct the following courses for: i) General Emergency course, initial, and refresher, covering Air

Safety courses including practical training. ii) Specific Emergency courses on type, initial and refresher courses

including practical training. iii) examine Flight and Cabin Crew iv) conduct an air safety Instructor/Examiner evaluation. v) On behalf of DGCA/ASD FOI, whereby he may be delegated to

conduct Air safety examiner and Instructor evaluation.

g) Designation of Air Safety Evaluator a) The air operator may nominate up to two Air Safety Examiners,

per type of aircraft operated to the DGCA/ASD to be as Air Safety Evaluator.

b) The DGCA/ASD approval shall be based on the following: 1. The nominees shall have sound and justified merits and

shall not be currently involved or holding any managerial duties.

2. Nominee shall undergo DGCA/ASD evaluation process.

h) Qualification on Another Type

Ground Instructors approved by Kuwait DGCA on one type shall be required to undergo conversion course on another type conducted by the Air Operator or aircraft manufacturer before appointment as Ground Instructor on another type of aircraft.

i) Multi-Type Qualification Ground Instructors shall be restricted to giving instruction on different types of aircraft at any one time, as indicated below:

i) Ground Instructor (Simulator) - not more than 2 types ii) Ground Instructor (Technical) - not more than 2 types

iii) Ground Instructor and examiner (Air Safety) - not more than 3 types.

Note 1: Instructors transferred from one type to another type shall be required to undergo Conversion course on another type under an approved Ground Instructor subject to limitations mentioned under e/vii and evaluation of Kuwait DGCA.

Note 2: As far as possible Ground Instructors shall be assigned to a group of aircraft of the same aircraft manufacturer.

j) Nomination of Candidate to DGCA-ASD Following details and supporting documents shall be forwarded by the Air Operator to the Kuwait DGCA for nominating candidates for approval as Ground Instructors or examiner : i) educational Qualifications; ii) flying or teaching experience; iii) documents pertaining to the training given with the Air Operator

or/and Aircraft Manufacturer; and



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iv) assessment of nominated candidate by a Kuwait DGCA approved Ground Instructor in the appropriate category.

Note: The nominated candidate shall not conduct any courses without full supervision of a DGCA approved training Instructor as stated under e/vii.

k) DGCA Approval Process, Initial/Renewal and Validity

i) The Air Operator must forward the request with all the requirements to the Kuwait DGCA by at least 60 days before the date of evaluation;

ii) Within 15 days, the nominee shall sit for Kuwait DGCA Type Technical/Emergency procedures and Flight Duty Time Limitations examination;

iii) The candidate shall be evaluated by a Kuwait DGCA Flight Operations Inspector/Cabin Safety Inspector while conducting a Technical /Emergency initial course including a full briefing and debriefing;

iv) Upon successful completion of the above requirements the candidate shall be issued an approved Instructor Certificate containing the types of aircraft which he shall be authorized to conduct.

v) The validity of the Instructor Certificate is for a period of 2 years.

l) Types of Aircraft (Safety / Technical or Simulator)

For different aircraft variants, there must be a list of major/minor differences between the variants for reference by the Instructor.

Approvals for common type classification by DGCA will be considered according to the differences presented by the airline.

Recency:

a) Each Safety Instructor must conduct a minimum of the following courses in order to ensure recency and consistency on type:

i) One course within every six months for each type of aircraft for which he is qualified for; and

ii) one basic course a year, when feasible.

b) The courses program should ensure a minimum notice of 30 days for each instructor, before the course date, in-order to allow enough technical preparation by the Instructor.

c) There must be a list of major/minor differences between the common types for easy reference to the Instructor.

d) Kuwait DGCA should be notified 30 days in advance of all programmed Safety Courses, and informed of all changes.



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Attachment to Item 6 - COMPETENCY FRAMEWORKS FOR AIR SAFETY INSTRUCTORS/ EXAMINERS

COMPETENCY FRAMEWORK FOR AIR SAFETY INSTRUCTOR

Competency unit: 1. Manage safety of the training environment

The instructor must ensure a safe training environment at all times. The instructor must ensure the safety of trainees in his/her care.

Competency element

Performance criteria

1.1 Ensure a safe training environment

1.1.1 Ensure that equipment meets safety requirements

1.1.2 Communicate evacuation and occupational, health and safety procedures of the training facility

1.1.3 Create an appropriate safe learning environment (e.g. facilities, cabin simulator, firefighting facilities, etc.)

1.1.4 Identify hazards and manage them (e.g. slippery floor, faulty slide rafts)

Competency unit: 2. Prepare the training environment

The instructor should have adequate facilities for performing the required training and possess or agree to obtain all required equipment prior to conducting any training. The instructor should consider the following sub-elements as essential to a successful outcome.

Competency element


2.1 Ensure adequate facilities and equipment

2.1.1 Ensure the facilities are scheduled and adequate to meet the learning outcomes objectives

2.1.2 Ensure that the physical environment is suitable for learning

2.1.3 Ensure environment and conditions exist for the training objectives

2.1.4 Ensure that the training equipment is available, accessible and functional

2.1.5 Follow approved training syllabus or checklists



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Competency unit: 3. Manage and support the trainee

The instructor should ensure that training is communicated appropriately to meet the needs of the trainee.

Competency element

Performance criteria 3.1 Understand trainee

3.1.1 Identify and demonstrate awareness of trainee characteristics (experience, language, culture)

3.1.2 Determine learning needs

3.1.3 Demonstrate awareness of learning styles

3.2 Coach trainee

3.2.1 Recognize and be flexible and supportive to trainee’s performance and needs

3.2.2 Maintain appropriate interaction with trainee

Competency unit: 4. Conduct training

The instructor must perform a variety of instructional methods as required for the training.

Competency element

Performance criteria 4.1 Establish and maintain credibility

4.1.1 Demonstrate an exemplary role model’s behavior (meaning the behaviors expected in the technical role being trained, according to the competencies and related knowledge and skills)

4.1.2 Demonstrate respect for organizational goals and requirements (SOPs, dress code, appearance, acceptable personal conduct, etc.)

4.1.3 State clear objectives and clarify roles for the training or evaluation being undertaken

4.1.4 Establish and maintain an atmosphere of open communication and mutual respect

4.2 Demonstrate effective presentation skills

4.2.1 Stimulate and sustain trainee’s interest

4.2.2 Sequence and pace instruction appropriately

4.2.3 Use his/her voice effectively

4.2.4 Use eye contact effectively

4.2.5 Use gestures, silence, movement and training aids effectively

4.2.6 Demonstrate effective variety of questioning skills



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4.3 Demonstrate effective instruction and facilitation

4.3.1 Communicate effectively both verbally and non-verbally

4.3.2 Listen actively and read non-verbal cues correctly and clarify, if necessary

4.3.3 Ask appropriate questions to encourage learning or to confirm understanding

4.3.4 Answer questions, correctly and adequately

4.3.5 Generate content by questioning, redirecting, balancing participation, etc.

4.3.6 Provide structure by confirming understanding, paraphrasing, summarizing, etc.

4.3.7 Maintain a realistic approach in the conduct of the scenario

4.3.8 Monitor comprehension and ensure proficiency

4.4 Manage time

4.4.1 Allocate time appropriately on activities

4.4.2 Adjust time spent on activities to ensure that objectives are met

4.4.3 Implement contingency plans for situations in which activities must be eliminated, reduced or replaced

Competency unit: 5. Perform trainee assessment

The instructor should assess the trainee during instruction prior to a formal assessment by the examiner.

Competency element

Performance criteria 5.1 Conduct general assessment

5.1.1 Monitor trainee’s performance during instruction

5.1.2 Make objective assessments on trainee’s performance

5.1.3 Provide understandable and actionable feedback to trainee

5.2 Report information on outcomes

5.2.1 Identify issues, difficulties and barriers faced by trainee

5.2.2 Make recommendations to the training manager and/or examiner relating the performance of trainee prior to a formal assessment, if applicable

Competency unit: 6. Perform course evaluation

The instructor should evaluate the effectiveness of the training system.

Competency element


6.1 Evaluate the effectiveness of a course or phase of a course

6.1.1 Evaluate trainee’s feedback on the training process

6.1.2 Evaluate trainee’s mastery of end-of-course objectives

6.1.3 Evaluate the effect of facilities, equipment and training materials on trainee’s performance



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6.2 Report information on course evaluation

6.2.1 Identify systemic safety issues, unexpected outcomes and barriers to the transfer of learning and strengths and/or weaknesses of the training content

6.2.2 Make recommendations to the training programme developer for improvements relating to course design, course documentation and training media and facilities

6.2.3 Share information with other instructors and management

Competency unit: 7. Continuously improve performance

The instructor should evaluate his/her effectiveness and sustain personal development.

Competency element

Performance criteria 7.1 Evaluate effectiveness

7.1.1 Evaluate his/her own performance as an instructor and learn from the results

7.1.2 Seek feedback on the training course and his/her own performance from trainees and peers

7.1.3 Encourage and welcome feedback on his/her performance as an instructor

7.2 Sustain personal development

7.2.1 Maintain required qualifications

7.2.2 Strive to increase and update relevant knowledge and skills

7.2.3 Demonstrate continuous improvement of instructor competencies

COMPETENCY FRAMEWORK FOR AIR SAFETY EXAMINER

Competency unit: 1. Conduct competency-based assessment

The examiner must assess the trainee appropriately, objectively and correctly.

Competency element

Performance criteria 1.1 Apply assessment methodology

1.1.1 Clarify assessment process and rules with trainee

1.1.2 Communicate to trainee the criteria against which his/her performance will be assessed

1.1.3 Ensure trainee is prepared to begin

1.2 Monitor trainee’s performance

1.2.1 Observe behaviours and comment

1.2.2 Allow trainee to self-correct, if applicable

1.2.3 Identify individual differences in learning rates



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1.3 Conduct objective assessments

1.3.1 Compare trainee’s performance outcomes to defined objectives

1.3.2 Apply performance standards fairly and consistently in accordance with performance criteria

1.3.3 Ensure a level of knowledge and skill that achieves an appropriate level of safety

1.3.4 Observe and encourage self-assessment of performance against performance standards

1.3.5 Confidently make decision on outcome of the task

1.3.6 Ensure assessment techniques are sufficient, valid, reliable and authentic

1.4 Provide clear and concise feedback

1.4.1 Ensure trainee fully comprehends the assessment

1.4.2 Apply appropriate corrective actions

1.4.3 Use facilitation techniques where appropriate

1.4.4 Provide positive reinforcement/feedback

1.4.5 Provide and confirm plan for improvement or remediation 1.5 Document training and performance reports

1.5.1 Submit appropriate and adequate training documentation (e.g. evaluation forms)

1.5.2 Report clearly and accurately on trainee’s performance measured against performance criteria

1.5.3 Follow up corrective action plan, if applicable

1.5.4 Report recognized training opportunities within the training system for the purpose of process improvement

1.5.5 Respect confidentiality

7. Flight Dispatcher Instructors and Flight Dispatcher Examiners

a) Flight Dispatcher Instructors

Requirements:

(a) Age - An applicant for Flight Dispatcher instructor certificate and rating shall be at least 18 years of age.

(b) Knowledge -

(1) An applicant for a Flight Dispatcher instructor certificate shall have met the instructor requirements of this part; and

(2) Any additional requirements as may be specified by the Authority.



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(c) Experience - The applicant for a Flight Dispatcher instructor certificate shall hold at least a current and valid Flight Dispatcher certificate and have a minimum of three years' experience as a Flight Dispatcher.

(d) Privileges - The privileges of a Flight Dispatcher instructor certificate are to give instruction to Flight Dispatcher certificate applicants and to endorse those applicants for a knowledge or skill test as applicable.

(e) Validity - Subject to compliance with the requirements specified in this Part, the validity period of the Flight Dispatcher instructor certificate is 2 years.

(f) Renewal - A Flight Dispatcher instructor certificate that has not expired may be renewed for an additional 24 calendar months if the holder presents to the Authority evidence that he/she has within the past 12 months preceding the expiry date -

(1) Conducted at least six exercises in an approved course for a Flight Dispatcher certificate; or

(2) Received refresher training acceptable to the Authority. (g) Reissue - If the Flight Dispatcher instructor certificate has

expired, the applicant shall have received refresher training acceptable to the Authority

b) Flight Dispatcher Examiners

Requirements: (a) An applicant for a Flight Dispatcher Examiner designation shall be

a Flight Dispatcher Instructor for 2 years.

(b) General Eligibility -

(1) Show evidence of a high level of aeronautical knowledge in the subject areas for the FD certification.

(2) Have held a FD license for at least five years prior to the designation.

(3) Have been actively exercising the privileges of the FD license in commercial air transport in the previous three years.

(4) Have a good record as a FD and a person engaged in the industry and community with a reputation for honesty and dependability.

(5) Have satisfactorily completed the FD examiner orientation program with the Authority.

(6) The applicant must have available a test site that is fully capable of doing all items required for the proper dispatch of a commercial flight in accordance with the regulatory requirements. This may be the flight dispatch of an active commercial airline.



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c) Knowledge - The applicant shall have passed a pre-designation test on the following:

(1) Air Law and Regulations for FD personnel. (2) Aircraft knowledge on the aircraft used for testing. (3) Flight performance calculation and planning procedures. (4) Human performance. (5) Meteorology. (6) Navigation. (7) Radio communication. (8) Recent changes in technology to include fly by wire aircraft

systems, GPS navigation, required navigation performance (RNP) requirements, TCAS, ADS-B, as well and enhanced Wind Shear Detection Systems

d) Skill -

(1) The Authority shall observe the applicant conducting a complete actual FD certification using the approved STS in a satisfactory manner.

(2) The applicant shall complete all required paper work for the certification as required by the Authority.

e) Currency -

(1) After designation, a FD examiner shall maintain currency by attending initial and recurrent training conducted by the Authority, and Maintaining a current and valid FD certificate.

(2) The designated FD examiner shall conduct at least 6 skill tests during any 12 calendar month period in order for the designation to remain current.

(3) The designated FD examiner shall be observed by the Authority in the conduct of a skill test at least once each 12 calendar months.

f) Privileges -

(1) The designated FD examiner may conduct Skill test for the Flight Dispatcher license in accordance with the approved STS.

(2) The designated FD examiner may conduct or monitor any portion of a computerized knowledge test.

g) Validity - The FD examiner designation shall be valid for one year.

h) Renewal - The FD examiner designation may be renewed by the Authority if:

(1) The need for the designation remains valid; (2) The performance of the examiner has been satisfactory.



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8. Company Indoctrination Training This training is required upon employment for all persons assigned to an operational control function including managers, pilots and persons responsible for flight watch or flight following. The program shall ensure that persons involved in control of flight operations are aware of their responsibilities, know company reporting relationships and are competent to fulfill their assigned duties related to flight operations. Company indoctrination training shall include as applicable:

a) State of Kuwait Safety Regulations and Standards;

b) Air Operator Certificate and operating conditions;

c) company organization, reporting relationships and communication procedures;

d) flight planning and operating procedures;

e) Air Operator security policy;

f) fuelling procedures including procedures for fuelling with passengers on board;

g) critical surface contamination and safety awareness program;

h) passenger safety briefings and safe movement of passengers to/from the aircraft;

i) use and status of Company Operations Manual including maintenance release procedures and accident/incident reporting procedures;

j) use of minimum equipment lists;

k) Winds hear, aircraft icing, and other meteorological training appropriate to the area of operations;

l) navigation procedures and other specialized operations applicable to the operator;

m) accident/incident reporting;

n) passenger on board medical emergency;

o) handling of disabled passengers;

p) Air Operator's Accident Prevention and Flight Safety Program;

q) operational control system;

r) weight and balance system procedures;

s) transportation of Dangerous Goods

t) standard operating procedures (if applicable); and

u) pre-flight crew-member briefing.



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9. Technical Ground Training - Initial and Annual for all Flight Crew Members

a) Initial Ground Training

This training shall ensure that each flight crew member is knowledgeable with respect to aircraft systems and all normal, abnormal and emergency procedures. The following subjects shall be included:

i) aircraft systems operation and limitations as contained in the aircraft flight manual and aircraft operating manual, and standard operating procedures.

ii) applicable standard operating procedures for pilot flying and pilot not flying duties for normal, abnormal and emergency procedures for the aircraft;

iii) aircraft performance and limitations; and

iv) weight and balance procedures.

b) Annual Ground Training

i) the annual ground training syllabus shall be a review of aircraft systems and operations; and

ii) a briefing must be provided on changes that have occurred to the aircraft or its operation since flight crew member's last annual training.

c) Additional Initial Ground Training for Flight Engineer

Technical ground training for Flight Engineers shall be equivalent to that given to pilots and shall specialize in the subject matter applicable and pertinent to their duties. The following additional items shall be included in the initial technical ground training syllabus for Flight Engineer:

i) external inspection;

ii) fuelling and de-fuelling procedures;

iii) management of fuel pressurization and other systems;

iv) use of dip/drip sticks;

v) maintenance logs, MEL and aircraft release procedures;

vi) towing procedures; and

vii) the installation of protective covers.

10. Cockpit Procedures Training

This training may be conducted in conjunction with aircraft systems training, and may be carried out in either the aircraft or in an approved simulator or other training device approved by the Kuwait DGCA for that purpose. The following subjects shall be included:

a) normal, abnormal and emergency operation and control of the aircraft systems;

b) operation of specialized aircraft systems in the Air Operator's fleet;



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c) standard operating procedures; and

d) differences in equipment, and layout between aircraft of the same type in the Air Operator's fleet.

11. Synthetic Flight Training Device

a) A Synthetic Flight Training Device is classified as:

i) full flight simulator (FFS); or

ii) flight training device(FTD)

b) All initial and recurrent flight training shall be conducted on an FFS or on a combination of FFS and FTD certified to Level 4 or Level D as applicable.

12. Synthetic Flight Training Device or Aircraft Training - Initial, Upgrade and Annual for all Flight Crew Members

a) Initial and upgrade training for pilots shall be done in accordance with the approved training programs.

b) Annual training for all flight crew members in a synthetic flight training device or aircraft shall meet the following requirements:

i) all items for the initial training syllabus must be covered over a definite period of time (through a cycle); and

ii) a briefing must be provided on changes that have occurred to the aircraft or its operation since pilot's last annual training.

13. Training Program

An Air Operator with an Approved Training Program using an approved simulator is permitted to conduct initial, upgrade and recurrent training in that simulator. Additionally, flight training in an aircraft shall be carried out for general handling and landing man oeuvres for initial training.

a) The following training in standard operating procedures for normal, abnormal and emergency operation of the aircraft systems and components shall be carried out in a flight training device or a simulator:

i) use of aircraft checklists;

ii) flight crew co-operation, command and co-ordination;

iii) aircraft and cargo fire on the ground and while airborne;

iv) engine fire and failure;

v) significance of engine icing and anti-ice operation and associated use of anti-icing systems;

vi) loss of critical engine during take-off, cruise (including drift-down and one engine inoperative performance capabilities), and landing;

vii) on 3 and 4-engine aircraft in-flight procedures including approach and landing with 2 engines inoperative;



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viii) loss of pressurization and emergency descent;

ix) flight control failures and abnormalities;

x) hydraulic, electrical and other system failures;

xi) failure of navigation and communication equipment;

xii) handling of threats to aircraft security;

xiii) pilot incapacitation - recognition and response during various phases of flight;

xiv) recovery from turbulence and wind-shear on take-off and approach;

xv) approach to the stall and recovery procedure with ground as a factor and another where ground contact is not a factor (in clean, intermediate, approach and landing configuration);

xvi) steep turns (45° bank);

xvii) aircraft performance for climb, cruise, descent and landing;

xviii) normal, noise abatement and performance limited take-offs;

xix) take-off and landing data calculations;

xx) rejected take-off procedures and rejected landings;

xxi) passenger and crew evacuation; and

xxi) FMCS, GPWS, TCAS and other specialized aircraft equipment (as applicable);

xxii) inadvertent encounters with moderate or severe turbulence or in-flight icing conditions; and

xxiv) avoidance of Controlled Flight Into Terrain (CFIT).

b) The following training in flight planning and instrument flight procedures shall be included:

i) departure, enroute, holding and arrival; and

ii) all types of instrument approaches and missed approaches in minimum visibility conditions using all levels of automation available (as applicable).

c) If the simulator has differences in performance, systems, or cockpit layout and configuration from the Air Operator's aircraft, additional training on these differences shall be provided.

14. Emergency Procedures Training for Pilots

This training is required on an annual basis and shall include instruction in the location and operation of all emergency equipment. Training devices approved to simulate flight operating emergency conditions, static aircraft, ground demonstrations, classroom lectures, films or other devices may be used for training provided that the method used ensures that each flight crew member is adequately trained in the operation or use of all emergency equipment. Where



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practical training is required, it shall include the following and be completed on initial training and every three years thereafter:

a) fire in the air and on the ground;

b) use of fire extinguishers;

c) operation and use of emergency exits including practical training;

d) passenger preparation for an emergency landing or ditching, (as applicable);

e) emergency evacuation procedures including practical training;

f) donning and inflation of life jackets (when equipped), including practical training;

g) removal from stowage, deployment, inflation and boarding of life rafts/slide rafts (when equipped) including practical training;

h) pilot incapacitation including practical training;

i) hijacking, bomb threat and other security procedures;

j) passenger on board medical emergency; and

k) survival training.

15. Regaining Competency Training – Pilot Proficiency Regency not Maintained

For Air Operators using an approved simulator, or the aircraft, the following must be completed for all pilots who have not maintained their regency qualifications in accordance with Regulation 3.10.12 or a period more than 90 days:

a) a briefing on changes that have occurred to the aircraft or its operation since the pilot's last flight; and

b) three take-offs and landings (which may be carried out as part of a PPC where one has come due); and

16. Regaining Competency Training - After Pilot Proficiency Check Expiry

a) Where the PPC has expired for less than 6 months the following must be completed to regain type qualification:

i) all the requirements specified in subsection 8 above; and

ii) any recurrent training, including a PPC, that may come due during the absence from flying duties;

b) Where the PPC has expired from between 6 and 24 months the following must be completed to regain type qualification:

i) all the requirements of subsection 8 above; and

ii) a technical ground training course consisting of an aircraft system review and FFS/FTD training;



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c) Where the PPC has expired for a period greater than 24 months a complete initial aircraft type training course shall be carried out including technical written examination conducted by the DGCA-ASD and a Pilot Proficiency Check conducted by a DGCA-ASD Flight Operations Inspector.

17. Upgrade Training and Checking

Upgrade training and checking for pilots who are qualified as a second-in-command on that aircraft type shall include the following:

a) successfully complete a type refresher course;

b) successfully complete a Kuwait DGCA Technical Examination on type;

c) successfully complete simulator manoeuvres training, and training as a pilot-in-command in all areas of aircraft handling that are specific to the pilot-in-command seat position;

d) command and decision making, including CRM;

e) successfully complete specialized operations qualification training; (e.g. lower take-off limits, etc.)

f) successfully complete on that type of aircraft the initial Pilot Proficiency Check conducted by a DGCA-ASD Flight Operations Inspector or a DGCA Authorized Examiner; and

g) initial line indoctrination for a pilot-in-command, followed by a line check.

18. Right Seat Conversion Training

For a Captain/or Authorized Examiner to operate an aircraft from the right seat, the following shall apply: a) be qualified and current on the aircraft type for left seat duties; b) receive sufficient technical ground training on right seat duties; and c) bi-annually, receive sufficient flight or simulator training to enable an

aircraft type Authorized Examiner to certify the competency of the pilot to carry out pilot duties from the right seat. The training shall include: i) normal take-off and landing; ii) engine failure after take-off and climb to a safe altitude; iii) with one engine inoperative instrument approach and go around

from decision height; and iv) with one engine inoperative instrument approach and landing

from decision height.

19. Line Oriented Flight Training (LOFT)

The following characteristics are considered to be appropriate for the LOFT training session: a) sessions are accomplished on a real-time basis without interruption by

the instructor. Strict attention is paid to realism through the duplication of line environmental conditions. Where the route segments for the aircraft type are extremely long, the cruise portion of the segment can be broken;



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b) LOFT training is conducted to assess Crew Resource Management (CRM), judgment and decision making skills without the requirement for a passing grade. If deficiencies are identified, further training is provided;

c) all training is conducted in a Level 4, or Level D as applicable, simulator where it meets the minimum requirement of the LOFT program;

d) the flight shall be planned as if it was an actual line flight. All communication must be conducted in a manner normally found on a line flight. The Air Operator shall use recognizable company route and airports or if not available similar routes; and

e) a LOFT guidance material shall be developed which will contain a detailed script of all sequences and scenarios for each LOFT session, instructions for instructor role playing, adherence to the script, and conformance to realism in briefings and operational conditions.

20. Aircraft Surface Contamination Training

An approved cold weather operations initial and annual training program is required for all operations personnel to ensure they are aware of hazards and procedures for ice, frost and snow critical contamination on aircraft. The training program shall include:

a) responsibility of pilot-in-command and other operations personnel;

b) regulations related to operations in icing conditions;

c) weather conducive to ice, frost and snow contamination;

d) inspection before flight and removal of contamination;

e) in-flight icing recognition; and

f) hazards related to critical surface contamination of ice, frost and snow.

21. Minimum Equipment List (MEL) Training

When an MEL has been approved for use on an aircraft type, the Air Operator shall provide the following initial and recurrent training to crew members, maintenance personnel and Flight Dispatchers/Operations Officers as applicable:

a) Maintenance personnel initial training shall include instruction on those sections of the Maintenance Manual which deal with the MEL, placarding of inoperative equipment, maintenance release of an aircraft, dispatching, and any other MEL related procedures;

b) Crew members and operations control personnel initial training shall include instruction on the purpose and use of an MEL, Air Operator MEL procedures, elementary maintenance procedures as applicable and responsibility of the pilot-in-command; and

c) Recurrent training shall be conducted when required to ensure Air Operator personnel are aware of any changes to the MEL or MEL procedures.



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22. Transportation of Dangerous Goods

Crew members' training on transportation of dangerous goods shall be in accordance with the Transportation of Dangerous Goods Regulations.

23. Low Visibility Operations

Lower than Standard Take-Off Weather Minima

Reported Visibility – RVR Less than 400 meters

Training is required for the pilot-in-command and second-in-command.

a) Ground Training

i) take-off alternate requirements;

ii) minimum crew experience;

iii) crew responsibility for visibility and obstacle clearance requirements;

iv) minimum aircraft and runway equipment requirements;

v) rejected take-off; and

vi) procedures to ensure compliance with performance limitations.

b) Simulator Training

The use of a simulator is required for Air Operators authorized to take-off with an RVR less than 200 meters.

c) Initial and Recurrent Training to be conducted every six months

i) a minimum of one completed take-off at RVR less than 200 meters with a failure of the critical engine at V1; and

ii) one rejected take-off at RVR less than 200 meters immediately prior to V1.

24. Area Navigation Systems (RNAV)

a) General Training

i) To qualify for use of RNAV systems, an Air Operator shall have an approved flight crew training and qualifications program for use of the system. Flight crew shall have completed the appropriate training and have completed an in-flight check or an equivalent check in an approved training device. This qualification check shall be conducted by an aircraft type Authorized Examiner.

ii) Training shall be in the following areas:

(A) pre-flight;

(B) normal operation of the system;

(C) procedures for manually updating system;

(D) methods of monitoring and cross checking system;

(E) operation in area of compass unreliability;



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(F) malfunction procedures;

(G) terminal procedures;

(H) waypoint symbology, plotting procedures, record keeping duties/practices; and

(I) post flight.

b) Ground Training

An Air Operator authorized to utilize the Global Positioning System (GPS) as a primary navigational aid shall ensure that the candidates are trained to proficiency in each of the elements associated with the following areas:

i) Knowledge with the respect to the following:

(A) the GPS system and theory of operation, including:

(I) GPS system components and aircraft equipment;

(II) the composition of satellite constellation;

(III) the minimum number of satellites required for 2-D and 3-D navigation;

(IV) the basic concept of satellite ranging;

(V) factors affecting the accuracy of GPS signals;

(VI) the World Geodetic System 1984 datum (WGS 84) and the effect of using any other datum; and

(B) human factors applicable to the use of GPS and how errors may be reduced or eliminated (i.e. maintaining situational awareness); and

ii) Ability to perform the following operational tasks:

A) predict RAIM (Receiver Autonomous Integrity Monitoring) availability;

(B) link enroute portion of GPS flight plan to approach;

(iii) Ability to conduct the following operational and serviceability checks:

(A) RAIM status

(B) CDI sensitivity; and

(C) number of satellites acquired and, if available, satellite position information.

(iv) Ability to recognize and take appropriate action for all GPS warnings and messages including, where applicable:

(A) "loss of RAIM";

(B) "2D navigation";

(C) "GPS fail";



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(D) "barometric input fail"; and

(E) "satellite fail".

c) Flight Training

i) Pilots shall complete flight training in the use of GPS. Flight training shall be completed in an aircraft, or in an approved simulator that is equipped with the same model of GPS receiver (or a model determined by the Kuwait DGCA to be sufficiently similar) that is installed in company aircraft.

ii) Flight training shall be conducted by a designated training pilot who has completed the company ground training program approved by the Kuwait DGCA, and demonstrated proficiency in the use of the model of GPS (or a model determined by the Kuwait DGCA to be sufficiently similar), or to an aircraft type Authorized Examiner.

25. High Altitude Training

High Altitude training is required for all flight crew before first assignment on an aircraft and every three years thereafter.

a) physiological phenomena in a low pressure environment, including:

i) respiration;

ii) hypoxia;

iii) duration of consciousness at altitude without supplemental oxygen;

iv) gas expansion and gas bubble formation.

b) other factors associated with rapid loss of pressurization including:

i) most likely causes;

ii) noise;

iii) cabin temperature change;

iv) cabin fogging;

v) effects on objects located near the point of fuselage failure;

vi) actions of crew members immediately following the event and the likely resultant attitude.

26. Survival Training

Training for all crew members shall include the following:

a) Initial Training

i) List the types of survival situations crew members could encounter as a result of an evacuation, including wilderness, arctic, sea, desert or jungle survival, as appropriate to the Air Operator's operation;



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ii) identify post-crash procedures to increase survivability and explain their importance in each of the survival situations using basic survival concepts, including the following:

(A) survival first aid,

(B) survival priorities,

(C) hazards inherent in different environments,

(D) survival skills for different environments based on aircraft and equipment and supplies carried,

(E) the contents of any survival equipment kit carried, and

(F) signaling and recovery techniques,

(iii) identify on board equipment and supplies that crew members could remove from the aircraft after an evacuation in order to enhance survivability.

b) Annual Training

Annual training shall include the requirements set out in subparagraphs (1)(a)(ii) and(1)(a)(iii) of the Initial Training section above.

27. Aircraft Servicing and Ground Handling Training for Pilots/Flight Engineers

Initial training for pilots/Flight Engineers should include the following where applicable: a) fuelling procedures:

i) types of fuel, oil and fluids used in the aircraft; ii) correct fuelling procedures; iii) procedures for checking fuel, oil and fluids and proper securing of

caps; b) installation of protective covers on the aircraft; c) procedures for operating in cold weather such as:

i) procedures for applying de-icing and anti-icing fluids for the aircraft type including critical flight controls post application inspections;

ii) engine and cabin pre-heating procedures, including proper use of related equipment.

28. Line Indoctrination Training for Pilots and Flight Engineers

Line indoctrination shall be conducted over parts of the Air Operator's route structure which are typical of those over which the flight crew will be expected to fly. The following areas, as applicable, shall be covered during line indoctrination training and noted in records as having been completed:

a) Command of the Aircraft i) crew management and discipline;



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ii) responsibilities of the pilot-in-command and other flight crew members; and

iii) responsibilities of the cabin crew.

b) Aircraft and Equipment

i) MEL policy and procedures;

ii) Certificate of Airworthiness and other aircraft documentation;

iii) deferred defects;

iv) maintenance release;

v) manuals and log books;

vi) Flight Data Recorder and Cockpit Voice Recorder;

vii) emergency exits - number, access, lighting & marking;

viii) fire extinguishers;

ix) fire axe; and

x) oxygen and first aid equipment, and survival equipment.

c) Dispatch i) personnel, hours of operation, operational control; and ii) company fuel policy.

d) Aircraft Servicing and Ramp Safety i) fuelling procedures; ii) load security; iii) ground equipment & handling; iv) Air Operator's aircraft de-icing policy and procedures; and

e) Reporting for Duty

f) License Requirements

g) Aircraft Library

h) Flight Duty Time Limitations

i) Pre-flight Safety and Crew Briefings

j) Pre-flight Checks and securing cabin

k) Ramp Push Back and Starting Engines

l) After Start Checks

m) Rejected Take-off and Brake Cooling Chart

n) Departure Sequence

i) lookout; and

ii) after take-off checks.

o) Climb Procedures

p) Cruise:



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i) fuel management and checks; and ii) enroute diversion.

q) Approach Procedures i) organization and briefing of approach; ii) descent; and iii) pre-landing check and cabin security.

r) Landing and Taxiing

i) contaminated runway operations; and

ii) after landing checks.

s) Shutdown

t) Flight and Maintenance Logs and Records

u) Defect Recording & Clearing

v) Emergency Procedures

i) Hi-jack/bomb threat procedures;

ii) aircraft evacuation;

iii) airport emergency services; and

iv) engine inoperative procedures.

29. Line Indoctrination - Sector Requirements

a) General

i) During line indoctrination, a flight crew member shall be given the required sectors in accordance with this subsection, while performing the duties appropriate to the crew station.

(ii) Each pilot shall perform or show knowledge of, as applicable, a mandatory list of operating manoeuvres and procedures as detailed in Paragraph 27.

iii) Sectors acquired during test flights or ferry flights may be counted towards this requirement. The required number of sectors apply to the pilot-in-command, the second-in-command, the Flight Engineer.

b) Definitions

"Sector", for the purpose of line indoctrination, means a flight composed of a take-off, departure, arrival and landing including at least a 100 NM enroute segment.

c) Initial and Transition Line Indoctrination - Application

i) Initial line indoctrination is required for crew members who have not qualified and served on the same type of aircraft.

ii) Transition line indoctrination is authorized for crew members who have qualified and served in the same type of aircraft.



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d) Initial Line Indoctrination - Requirements i) initial line indoctrination shall be conducted under the

supervision of a aircraft type Authorized Examiner; ii) during initial line indoctrination, the pilot-in-command and

second-in- command shall perform their duties in their respective position, with the training pilot occupying the opposite pilot operating position;

iii) Sectors Requirement, as minimum Initial line indoctrination requires: (A) the pilot to complete 4 mandatory sectors, 2 sectors of

which to be performed as pilot flying and 2 sectors as pilot not flying;

(B) Flight Engineers to complete 2 sectors.

e) Transition Line Indoctrination - Requirements i) transition line indoctrination shall be conducted under the

supervision of a aircraft type Authorized Examiner; ii) during transition line indoctrination, the pilot-in-command and

second-in-command shall perform their duties in their respective position. Where the transitioning pilot has completed at least 2 sectors as pilot flying and has satisfactorily demonstrated to the training pilot that he is qualified to perform the duties of the position, the training pilot may occupy the jump seat;

iii) Sectors Requirement Transition line indoctrination requires: (A) the pilot to complete 4 mandatory sectors, 2 sectors of

which to be performed as pilot flying and 2 sectors as pilot not flying, or 3 sectors as pilot flying and 1 sector as pilot not flying;

(B) the Flight Engineer to complete 2 sectors;

30. Line Indoctrination Training for Cabin Crew Members

Line indoctrination shall be completed within ninety (90) days following the completion of the Air Operator's initial training on each aircraft type that a person will be assigned as a Cabin Crew Member. Where a Cain Crew Member is assigned to duty on more than one type of aircraft, line indoctrination shall be completed on each type. A record of training shall be kept for each trainee and shall be signed by the instructor certifying that line indoctrination has been completed. The record shall include aircraft type, date, flight number and specify individual or group format.

A Company uniformed Cabin Crew Member trainee shall:

a) be assigned a minimum of six revenue flights with passengers on board, the Instructor/Examiner may require additional flights to complete the assessment of the Cabin Crew member.

b) be assigned a Cabin Crew Member station and perform the duties of a Cabin Crew Member under the supervision of an Air Safety Instructor/ Examiner;



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c) be in addition to the minimum number of required Cabin Crew Members for the operation of the flight and the aircraft type; and

d) participate in:

i) reporting for duty;

ii) pre-flight crew briefings;

iii) pre-flight safety and emergency equipment checks;

iv) passenger boarding procedures;

v) door closing and, if applicable, associated slide arming procedures;

vi) pre-flight passenger safety briefings/demonstrations;

vii) pre-flight and pre-landing warnings and checks, and securing of cabins and galleys;

viii) silent reviews;

ix) post take-off procedures;

x) in-flight procedures pertaining to safety;

xi) cabin unserviceability reporting/recording; and

xii) a debriefing immediately following completion of line indoctrination.

e) If the Line indoctrination training Instructor/Examiner to Trainee ration is more than 1 to 1, the operators line indoctrination training procedures for this case have to be approved by the DGCA.

31. Route and Aerodrome Qualifications Training

a) For aerodrome qualification, the pilot-in-command shall demonstrate knowledge of:

i) terrain and minimum safe altitude;

ii) seasonal meteorological conditions;

iii) meteorological, communication and Air Traffic facilities, services and procedures;

iv) navigational facilities;

v) applicable aerodrome operating weather minima;

vi) procedures applicable to flight paths over heavily populated areas and areas of high traffic density; and

vii) obstructions, physical layout, approach aids and arrival, departure, holding and instrument approach procedures.

b) For area qualification, the pilot-in-command shall demonstrate knowledge of: i) significant terrain; ii) search and rescue procedures;



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iii) meteorological, communication and Air Traffic facilities, services and procedures;

iv) navigational facilities; and v) procedures to be used during contingencies, i.e. emergencies, loss

or radio communication, etc.

32. Extended Twin-Engine Operations (ETOPS)

The Air Operator training program shall include initial training on the following: a) AFM Type Design Approval for ETOPS; b) review of the Air Operator's ETOPS procedures; c) the use of performance data on one engine inoperative; d) MEL items sensitive to ETOPS; e) aircraft dispatch procedures after a previous failure; f) flight planning, including contingencies; g) fuel and oil requirements including:

i) minimum requirement; ii) contingency fuel reserve; and iii) critical fuel scenario;

h) suitable ETOPS alternate aerodrome; i) diversion procedures; j) abnormal and emergency procedures to be followed in the event of

foreseeable failures, including: i) procedures for single and multiple equipment failure in flight; ii) operational restrictions associated with these failures; and

(k) understanding and effective use of approved additional or modified equipment required for extended range operations.

33. Low Visibility Operations (Category II and III)

a) Ground Training

i) operational characteristics, capabilities, and limitations of the CAT II/III ground system and the aircraft system ;

ii) resolution of the DH/AH;

iii) visual cues; and

iv) crew duties during normal, abnormal, and emergency situations

b) Initial Training - Simulator

i) instrument approaches, one of the approaches to be with one engine inoperative;

ii) a missed approach from the lowest DH; and

iii) an automatic landing from one of the approaches or manual landing as appropriate, at the maximum crosswind authorized;



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iv) for those CAT III operations predicated on the use of a fail-passive rollout control system, a manual rollout using visual reference or a combination of visual and instrument references.

c) Periodical Training – Simulator

(Part of Proficiency check as a minimum requirement)

i) one approach to a landing; and

ii) a missed approach from the DH.

34. One-Engine Inoperative Ferry Flight Training

a) General

i) flight crew members' approval to conduct a one-engine inoperative ferry flight is contingent upon completion of this training program;

ii) one-engine inoperative ferry flight training shall be conducted in a Kuwait DGCA approved simulator;

iii) the flight crew must be checked every six months and certified competent by an aircraft type Authorized Examiner or a DGCA-ASD Flight Operations Inspector;

iv) the completion of this training program does not permit or authorize the Air Operator or flight crew to conduct a one-engine inoperative ferry flight. The Air Operator, and flight crew, shall receive approval from the Kuwait DGCA prior conducting a one–engine inoperative ferry flight. Each one-engine inoperative ferry flight approval shall be issued on a case by case basis;

b) Ground Training i) review of the Air Operator's company Operations Manual for one

engine inoperative ferry flights including: (A) pre-flight, in-flight and post flight procedures; (B) procedures for obtaining company authority for each

individual ferry flight, including the names of officials who are authorized to grant such authority;

(C) procedures for the coordination of the flight at all stages, with ATS and the Airport Manager;

(D) the responsibility of the pilot-in-command to comply at all times with the operating conditions laid down in the ferry flight permit;

(E) the post flight reporting requirements; and (F) the requirements for the crews to be trained and current to

conduct one-engine inoperative ferry flights; ii) limitations; and iii) performance.



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c) Simulator Training

i) All flight training shall be done in a Kuwait DGCA approved simulator.

ii) Initial simulator training shall include:

(A) two take-offs with one-engine inoperative, including one with the most critical engine inoperative; and

(B) one instrument approach and landing with one critical engine inoperative.

(iii) Bi-Annual simulator training shall include:

(A) one take-off with the most critical engine inoperative; and

(B) one instrument approach and landing with the most critical engine inoperative.

35. Crew Resource Management Training (CRM) CRM TRAINING — MULTI-PILOT OPERATIONS

(a) General

(1) Training environment CRM training should be conducted in the non-operational environment (classroom and computer-based) and in the operational environment (flight simulation training device (FSTD) and aircraft). Tools such as group discussions, team task analysis, team task simulation and feedback should be used.

(2) Classroom training

Whenever possible, classroom training should be conducted in a group session away from the pressures of the usual working environment, so that the opportunity is provided for flight crew members to interact and communicate in an environment conducive to learning.

(3) Computer-based training

Computer-based training should not be conducted as a stand-alone training method, but may be conducted as a complementary training method.

(4) Flight simulation training devices (FSTDs)

Whenever practicable, parts of the CRM training should be conducted in FSTDs that reproduce a realistic operational environment and permit interaction. This includes but is not limited to line-oriented flight training (LOFT) scenarios.

(5) Integration into flight crew training

CRM principles should be integrated into relevant parts of flight crew training and operations including checklists, briefings, abnormal and emergency procedures.



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(6) Combined CRM training for flight crew, cabin crew and technical crew

(i) Operators should provide combined training for flight crew, cabin crew and technical crew during recurrent CRM training.

(ii) The combined training should address at least:

(A) effective communication, coordination of tasks and functions of flight crew, cabin crew and technical crew; and

(B) mixed multinational and cross-cultural flight crew, cabin crew and technical crew, and their interaction, if applicable.

(iii) The combined training should be expanded to include medical passengers, if applicable to the operation.

(iv) Combined CRM training should be conducted by flight crew CRM trainer or cabin crew CRM trainer.

(v) There should be an effective liaison between flight crew, cabin crew and technical crew training departments. Provision should be made for transfer of relevant knowledge and skills between flight crew, cabin crew and technical crew CRM trainers.

(7) Management system - CRM training should address hazards and risks identified by the operator’s management system .

(8) Competency-based CRM training

(i) Whenever practicable, the compliance-based approach concerning CRM training may be substituted by a competency-based approach such as evidence-based training. In this context, CRM training should be characterised by a performance orientation, with emphasis on standards of performance and their measurement, and the development of training to the specified performance standards.

(ii) CRM training should be an essential element of the alternative training and qualification programme (ATQP) when the operator applies ATQP.

(9) Contracted CRM training - If the operator chooses not to establish its own CRM training, another operator, a third party or a training organisation may be contracted to provide the training in accordance with KCASR requirement. In case of contracted CRM training, the operator should ensure that the content of the course covers the specific culture, the type of operations and the associated procedures of the operator. When crew members from different operators attend the same course, the CRM training should be specific to the relevant flight operations and to the trainees concerned.

(b) Initial operator’s CRM training (1) The flight crew member should complete the initial operator’s CRM training

once. When the type of operation of a new operator is not different, the new operator should not be required to provide the initial operator’s CRM training to this flight crew member a second time.

(2) The initial training should cover all elements specified in Table 1 of (g).



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(c) Operator conversion course — CRM training

When the flight crew member undertakes a conversion course with a change of aircraft type or change of operator, elements of CRM training should be integrated into all appropriate phases of the operator’s conversion course, as specified in Table 1 of (g).

(d) Annual recurrent CRM training

(1) Annual recurrent CRM training should be provided in such a way that all CRM training elements specified for the annual recurrent training in Table 1 of (g) are covered over a period not exceeding 3 years.

(2) Operators should update their CRM recurrent training programme over a period not exceeding 3 years. The revision of the programme should take into account information from the operator’s management system including the results of the CRM assessment.

(e) Command course — CRM training

The operator should ensure that elements of CRM training are integrated into the command course, as specified in Table 1 of (g).

(f) Training elements - The CRM training elements to be covered are specified in Table 1 of (g). The operator should ensure that the following aspects are addressed:

(1) Automation and philosophy on the use of automation

(i) The CRM training should include training in the use and knowledge of automation, and in the recognition of systems and human limitations associated with the use of automation. The operator should, therefore, ensure that the flight crew member receives training on:

(A) the application of the operations policy concerning the use of automation as stated in the operations manual; and

(B) system and human limitations associated with the use of automation, giving special attention to issues of mode awareness, automation surprises and over-reliance including false sense of security and complacency.

(ii) The objective of this training should be to provide appropriate knowledge, skills and attitudes for managing and operating automated systems. Special attention should be given to how automation increases the need for crews to have a common understanding of the way in which the system performs, and any features of automation that make this understanding difficult.

(iii) If conducted in an FSTD, the training should include automation surprises of different origin (system- and pilot-induced).



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(2) Monitoring and intervention

Flight crew should be trained in CRM-related aspects of operation monitoring before, during and after flight, together with any associated priorities. This CRM training should include guidance to the pilot monitoring on when it would be appropriate to intervene, if felt necessary, and how this should be done in a timely manner. Reference should be made to the operator procedures for structured intervention as specified in the operations manual.

(3) Resilience development - CRM training should address the main aspects of resilience development. The training should cover:

(i) Mental flexibility - Flight crew should be trained to:

(A) understand that mental flexibility is necessary to recognise critical changes;

(B) reflect on their judgement and adjust it to the unique situation;

(C) avoid fixed prejudices and over-reliance on standard solutions; and

(D) remain open to changing assumptions and perceptions.

(ii) Performance adaptation - Flight crew should be trained to:

(A) mitigate frozen behaviours, overreactions and inappropriate hesitation; and

(B) adjust actions to current conditions.

(4) Surprise and startle effect - CRM training should address unexpected, unusual and stressful situations. The training should cover:

(i) surprises and startle effects; and

(ii) management of abnormal and emergency situations, including: (A) the development and maintenance of the capacity to manage crew

resources; (B) the acquisition and maintenance of adequate automatic

behavioural responses; and (C) recognising the loss and re-building situation awareness and

control.

(5) Cultural differences - CRM training should cover cultural differences of multinational and cross-cultural crews. This includes recognising that:

(i) different cultures may have different communication specifics, ways of understanding and approaches to the same situation or problem;

(ii) difficulties may arise when crew members with different mother tongue communicate in a common language which is not their mother tongue; and

(iii) cultural differences may lead to different methods for identifying a situation and solving a problem.



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(6) Operator’s safety culture and company culture - CRM training should cover the operator’s safety culture, its company culture, the type of operations and the associated procedures of the operator. This should include areas of operations that may lead to particular difficulties or involve unusual hazards.

(7) Case studies

(i) CRM training should cover aircraft type-specific case studies, based on the information available within the operator’s management system, including:

(A) accident and serious incident reviews to analyse and identify any associated non-technical causal and contributory factors, and instances or examples of lack of CRM; and

(B) analysis of occurrences that were well managed.

(ii) If relevant aircraft type-specific or operator-specific case studies are not available, the operator should consider other case studies relevant to the scale and scope of its operations.

(g) CRM Training Syllabus

Table 1 below specifies which CRM training elements should be covered in each type of training. The levels of training in Table 1 can be described as follows:

(1) ‘Required’ means training that should be instructional or interactive in style to meet the objectives specified in the CRM training programme or to refresh and strengthen knowledge gained in a previous training.

(2) ‘In-depth’ means training that should be instructional or interactive in style taking full advantage of group discussions, team task analysis, team task simulation, etc., for the acquisition or consolidation of knowledge, skills and attitudes. The CRM training elements should be tailored to the specific needs of the training phase being undertaken.



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Table 1: Flight Crew CRM training

CRM training elements

Initial operator’s

CRM training

Operator conversion course when changing

aircraft type

Operator conversion course when changing operator

Annual recurrent training

Command course

General principles

Human factors in aviation;

General instructions on CRM principles and objectives;

Human performance and limitations;

Threat and error management.

In‐depth

Required

Required

Required

Required

Relevant to the individual flight crew member

Personality awareness, human error and reliability, attitudes and behaviours, self‐assessment and self‐ critique;

Stress and stress management;

Fatigue and vigilance;

Assertiveness, situation awareness, information acquisition and processing.

In‐depth

Not required

Not required

Required

In‐depth

Relevant to the flight crew

Automation and philosophy on the use of automation

Required In‐depth In‐depth In‐depth In‐depth

Specific type‐related differences

Required In‐depth Not required Required Required

Monitoring and intervention

Required In‐depth In‐depth Required Required

Relevant to the entire aircraft crew

Shared situation awareness, shared information acquisition and processing;

Workload management;

Effective communication and coordination inside and outside the flight crew compartment;

In‐depth

Required

Required

Required

In‐depth



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CRM training elements

Initial operator’s

CRM training

Operator conversion course when changing

aircraft type

Operator conversion course when changing operator

Annual recurrent training

Command course

Leadership, cooperation, synergy, delegation, decision‐making, actions;

Resilience development;

Surprise and startle effect;

Cultural differences.

Relevant to the operator and the organisation

Operator’s safety culture and company culture, standard operating procedures (SOPs), organisational factors, factors linked to the type of operations;

Effective communication and coordination with other operational personnel and ground services.

In‐depth

Required

In‐depth

Required

In‐depth

Case studies In‐depth In‐depth In‐depth In‐depth In‐depth

(h) Assessment of CRM skills

(1) Assessment of CRM skills is the process of observing, recording, interpreting and debriefing crews and crew member’s performance using an accepted methodology in the context of the overall performance.

(2) The flight crew member’s CRM skills should be assessed in the operational environment, but not during CRM training in the non-operational environment. Nevertheless, during training in the non-operational environment, feedback from the flight crew CRM trainer or from trainees on individual and crew performance may be given to the crew members concerned.

(3) The assessment of CRM skills should:

(i) include debriefing the crew and the individual crew member;

(ii) serve to identify additional training, where needed, for the crew or the individual crew member; and

(iii) be used to improve the CRM training system by evaluating de-identified summaries of all CRM assessments.

(4) Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology, including the required CRM standards and the terminology used for the assessment, should be published in the operations manual.



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(5) Methodology of CRM skills assessment The assessment should be based on the following principles: (i) only observable behaviours are assessed; (ii) the assessment should positively reflect any CRM skills that result in

enhanced safety; and (iii) assessments should include behaviour that results in an unacceptable

reduction in safety margin. (6) Operators should establish procedures, including additional training, to be

applied in the event that flight crew members do not achieve or maintain the required CRM standards.

CRM TRAINING — SINGLE-PILOT OPERATIONS

For single-pilot helicopter operations with technical crew, Crew resource management (CRM) training NON-TECHNICAL SKILLS ASSESSMENT should be applied.

For single-pilot operations other than those specified in (a), CRM TRAINING — MULTI-PILOT OPERATIONS

General

(a) should be applied with the following differences:

(1) Relevant training

Training should cover the relevant CRM training, i.e. initial operator’s training, the operator conversion course and recurrent training.

(2) Relevant training elements CRM training should focus on the elements specified in Table 1: Flight crew CRM training, which are relevant to single-pilot operations. Therefore, single-pilot CRM training should include, among others:

(i) situation awareness; (ii) workload management; (iii) decision-making; (iv) resilience development; (v) surprise and startle effect; and (vi) effective communication and coordination with other

operational personnel and ground services.

(3) Computer-based training

Notwithstanding (a)(3) of general, computer-based training may be conducted as a stand-alone training method.

(4) Operation with ELA2 aircraft

Notwithstanding (1) and (2), for operations with ELA2 aircraft the relevant CRM training and its duration should be determined by the operator, based on the aircraft type and the complexity of the operation.



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FLIGHT CREW CRM TRAINER

(a) Applicability

The provisions described herein: (1) should be fulfilled by flight crew CRM trainers responsible for

classroom CRM training; and

(2) are not applicable to: (i) instructors, holding a certificate in accordance with Kuwait DGCA

requirements who conduct CRM training in the operational environment; and

(ii) trainers or instructors conducting training other than CRM training, but integrating CRM elements into this training.

(b) Qualification of flight crew CRM trainer (1) A training and standardization programme for flight crew CRM trainers

should be established.

(2) A flight crew CRM trainer, in order to be suitably qualified, should: (i) have adequate knowledge of the relevant flight operations; (ii) have adequate knowledge of human performance and limitations

(HPL), whilst: (A) having obtained a commercial pilot licence in accordance

with Kuwait DGCA requirements KCASR part 1 ; or

(B) having followed a theoretical HPL course covering the whole syllabus of the HPL examination;

(iii) have completed flight crew initial operator’s CRM training; (iv) have received training in group facilitation skills; (v) have received additional training in the fields of group

management, group dynamics and personal awareness; and

(vi) have demonstrated the knowledge, skills and credibility required to train the CRM training elements in the non-operational environment, as specified in Table 1: (Flight crew CRM training).

(3) The following qualifications and experiences are also acceptable for a flight crew CRM trainer in order to be suitably qualified:

(i) A flight crew member holding a recent qualification as a flight crew CRM trainer may continue to be a flight crew CRM trainer after the cessation of active flying duties if he/she maintains adequate knowledge of the relevant flight operations.

(ii) A former flight crew member may become a flight crew CRM trainer if he/she maintains adequate knowledge of the relevant flight operations and fulfils the provisions of (2)(ii) to (2)(vi).



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(iii) An experienced CRM trainer may become a flight crew CRM trainer if he/she demonstrates adequate knowledge of the relevant flight operations and fulfils the provisions of (2)(ii) to (2)(vi).

(c) Training of flight crew CRM trainer (1) Training of flight crew CRM trainers should be both theoretical and

practical. Practical elements should include the development of specific trainer skills, particularly the integration of CRM into line operations.

(2) The basic training of flight crew CRM trainers should include the training elements for flight crew, as specified in Table 1: (Flight crew CRM training). In addition, the basic training should include the following: (i) introduction to CRM training; (ii) operator’s management system; (iii) characteristics, as applicable:

(A) of the different types of CRM trainings (initial, recurrent, etc.);

(B) of combined training; and (C) related to the type of aircraft or operation; and

(iv) assessment. (3) The refresher training of flight crew CRM trainers should include new

methodologies, procedures and lessons learned. (4) Instructors, holding a certificate in accordance with Kuwait DGCA

requirements, who are also CRM trainers, may combine the CRM trainer refresher training with instructor refresher training.

(5) Instructors for other-than complex motor-powered aircraft should be qualified as flight crew CRM trainers for this aircraft category with no additional training, as specified in (2) and (3) when: (i) holding a certificate in accordance with Kuwait DGCA

requirements; and (ii) fulfilling the provisions of (b)(2) or (b)(3).

(6) The training of flight crew CRM trainers should be conducted by flight crew CRM trainers with a minimum of 3 years’ experience. Assistance may be provided by experts in order to address specific areas.

(d) Assessment of flight crew CRM trainer

(1) A flight crew CRM trainer should be assessed by the operator when conducting the first CRM training course. This first assessment should be valid for a period of 3 years.

(2) The operator should ensure that the process for the assessment is included in the operations manual describing methods for observing, recording, interpreting and debriefing the flight crew CRM trainer. All personnel involved in the assessment must be credible and competent in their role.



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(e) Recency and renewal of qualification as flight crew CRM trainer (1) For recency of the 3-year validity period, the flight crew CRM trainer

should: (i) conduct at least 2 CRM training events in any 12-month period; (ii) be assessed within the last 12 months of the 3-year validity period

by the operator; and (iii) complete CRM trainer refresher training within the 3-year validity

period. (2) The next 3-year validity period should start at the end of the previous

period. (3) For renewal, i.e. when a flight crew CRM trainer does not fulfil the

provisions of (1), he/she should, before resuming as flight crew CRM trainer: (i) comply with the qualification provisions of (b) and (d); and (ii) complete CRM trainer refresher training.

GENERAL OBJECTIVE

(a) CRM is the effective utilisation of all available resources (e.g. crew members, aircraft systems, supporting facilities and persons) to achieve safe and efficient operation.

(b) The objective of CRM is to enhance the communication and management skills of the flight crew member concerned. Emphasis is placed on the non-technical knowledge, skills and attitudes of flight crew performance.

TRAINING ENVIRONMENT, TRAINERS AND INSTRUCTORS (a) Flight crew CRM training can be separated as follows:

(1) training in the non-operational environment: (i) classroom; and (ii) computer-based;

(2) training in the operational environment: (i) flight simulation training device (FSTD); and (ii) aircraft.

(b) In general, CRM training is provided as follows: (1) classroom training by a flight crew CRM trainer; (2) training in the operational environment by an instructor holding a

certificate in accordance with Kuwait DGCA requirements; (3) computer-based training as a self-study training method. If needed,

directions concerning CRM-related issues are provided by a flight crew CRM trainer or by an instructor holding a certificate in accordance with Kuwait DGCA requirements .



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MINIMUM TRAINING TIMES

(a) The following minimum training times are appropriate:

(1) multi-pilot operations:

(i) combined CRM training: 6 training hours over a period of 3 years; and

(ii) initial operator’s CRM training: 18 training hours with a minimum of 12 training hours in classroom training;

(2) initial operator’s CRM training for single-pilot operations: 6 training hours; and

(3) flight crew CRM trainer:

(i) basic training:

(A) 18 training hours for trainees holding an instructor certificate for complex motor-powered aircraft, which includes 25-hour training in teaching and learning; or

(B) 30 training hours for trainees who do not hold an instructor certificate as specified in (A); and

(ii) refresher training: 6 training hours.

(b) ‘Training hours’ means actual training time excluding breaks and assessment.

DESIGN, IMPLEMENTATION AND EVALUATION OF CRM TRAINING

The checklist in Table 1 provides guidance on the design, implementation and evaluation of CRM training, and on their incorporation into the operator’s safety culture. Elements of the operator’s management systems and the competency-based approach are incorporated in the checklist.



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Table 1 — Checklist for design, implementation, evaluation and incorporation of CRM training

Step No Description Element

1 Needs analysis Determine the necessary CRM competencies

Develop CRM training goals

Ensure the organisation is ready for CRM training

2 Design Develop CRM training objectives

Determine what to measure and how to measure it

3 Development Describe the CRM learning environment

Develop full-scale prototype of training

Validate and modify CRM training

4 Implementation Prepare trainees and environment

Set a climate for learning (e.g. practice and feedback)

Implement the CRM training programme

5 Evaluation Determine training effectiveness

Evaluate CRM training at multiple levels

Revise the CRM training programme to improve effectiveness

6 Incorporation Establish an environment where CRM training is positively recognized

Reinforce CRM behaviors in daily work

Provide recurrent CRM training

RESILIENCE DEVELOPMENT

(a) The main aspects of resilience development can be described as the ability to:

(1) learn (‘knowing what has happened’);

(2) monitor (‘knowing what to look for’);

(3) anticipate (‘finding out and knowing what to expect’); and

(4) respond (‘knowing what to do and being capable of doing it’).

(b) Operational safety is a continuous process of evaluation of and adjustment to existing and future conditions. In this context, and following the description in (a), resilience development involves an ongoing and adaptable process including situation assessment, self-review, decision and action. Training in resilience development enables crew members to draw the right conclusions from both positive and negative experiences. Based on those experiences, crew members are better prepared to maintain or create safety margins by adapting to dynamic complex situations.



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(c) The training topics in (f)(3) of CRM TRAINING — MULTI-PILOT OPERATIONS are to be understood as follows:

(1) Mental flexibility

(i) The phrase ‘understand that mental flexibility is necessary to recognize critical changes’ means that crew members are prepared to respond to situations for which there is no set procedure.

(ii) The phrase ‘reflect on their judgement and adjust it to the unique situation’ means that crew members learn to review their judgement based on the unique characteristics of the given circumstances.

(iii) The phrase ‘avoid fixed prejudices and over-reliance on standard solutions’ means that crew members learn to update solutions and standard response sets, which have been formed on prior knowledge.

(iv) The phrase ‘remain open to changing assumptions and perceptions’ means that crew members constantly monitor the situation, and are prepared to adjust their understanding of the evolving conditions.

(2) Performance adaptation

(i) The phrase ‘mitigate frozen behaviors, overreactions and inappropriate hesitation’ means that crew members correct improper actions with a balanced response.

(ii) The phrase ‘adjust actions to current conditions’ means that crew members’ responses are in accordance with the actual situation.

NON-TECHNICAL SKILLS ASSESSMENT

(a) NOTECHS (non-technical skills) is a validated method for assessing flight crew CRM skills. The NOTECHS framework consists of four main categories:

(1) Cooperation: Cooperation is the ability to work effectively in a crew.

(2) Leadership and managerial skills: Effective leadership and managerial skills help to achieve joint task completion within a motivated, fully functioning team through coordination and persuasiveness.

(3) Situation awareness: Situation awareness relates to one’s ability to accurately perceive what is in the flight crew compartment and outside the aircraft. It is also one’s ability to comprehend the meaning of different elements in the environment and the projection of their status in the near future.

(4) Decision-making: Decision-making is the process of reaching a judgement or choosing an option.

(b) Each of the four categories is subdivided into elements and behavioral markers. The elements are specified in Table 1 with examples of behavioral markers (effective behavior). The behavioral markers are assessed by a rating scale to be established by the operator.



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Table 1 — Categories, elements and behavioral markers of NOTECHS

Category Element Behavioral marker (examples) Cooperation Team building

and maintaining Establishes atmosphere for open communication and participation

Considering others Takes condition of other crew members into account

Supporting others Helps other crew members in demanding situations

Conflict solving Concentrates on what is right rather than who is right

Leadership and managerial skills

Use of authority and assertiveness

Takes initiative to ensure crew involvement and task completion

Maintaining standards Intervenes if task completion deviates from standards

Planning and coordination Clearly states intentions and goals

Workload management Allocates adequate time to complete tasks

Situation Awareness of aircraft systems Monitors and reports changes in systems’ states

awareness Awareness of external environment

Collects information about environment (position, weather and traffic)

Anticipation Identifies possible future problems

Decision-making Problem definition and diagnosis

Reviews causal factors with other crew members

Option generation States alternative courses of action

Asks other crew members for options

Risk assessment and option selection

Considers and shares estimated risk of alternative courses of action

Outcome review Checks outcome against plan

FLIGHT CREW CRM TRAINER ASSESSMENT

(a) For assessing flight crew CRM trainers, the operator may nominate experienced flight crew CRM trainers who have demonstrated continued compliance with the provisions for a flight crew CRM trainer and capability in that role for at least 3 years.

(b) An operator that does not have the resources to conduct the assessment may employ a contractor. The standard as regards the assessment is confirmed on a 3-year basis by the operator.

(c) The checklist in Table 1 provides guidance on the assessment of a flight crew CRM trainer. If a flight crew CRM trainer is competent in his/her role, the response to the questions in Table 1 should be ‘yes’. When answering the questions in Table 1, justifications and examples related to the responses given should be provided.



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Table 1 — Flight crew CRM trainer assessment checklist

Questions to assess a flight crew CRM trainer

Response yes/no

Did the CRM trainer demonstrate the knowledge required for the role?

Did the CRM trainer support CRM concepts?

Did the CRM trainer encourage trainees to participate, share their experiences and self-analyse?

Did the CRM trainer identify and respond to the trainees’ needs relative to expertise/experience?

Did the CRM trainer show how CRM is integrated in technical training and line operations?

Did the CRM trainer incorporate company CRM standards when appropriate?

Did the CRM trainer identify and discuss the non-technical reasons involved in accidents, incidents and events included in case studies?

Did the CRM trainer regularly check for understanding and resolve ambiguities?

Did the CRM trainer demonstrate effective instruction and facilitation skills?

36. Airborne Icing Training

a) Approved initial and recurrent training programs for all flight crew shall include airborne icing training to ensure that the crew is fully aware of the hazards presented by airborne icing and the operating procedures to avoid and exit hazardous icing conditions.

b) The training program shall include:

i) basis of certification for flight into known icing conditions;

ii) airborne icing definitions and terminology;

iii) aerodynamic effects of airborne icing;

iv) airborne icing weather patterns;

v) flight planning and in flight icing information;

vi) information specific to aircraft fleet concerning operation deice and anti-ice equipment, and operational procedures; and

vii) company directives concerning operations in airborne icing contained in COMs, SOPs, and other company documents.

37. Controlled Flight into Terrain (CFIT) Avoidance Training

Subject to paragraph (d), an Air Operator shall provide the following CFIT avoidance training to all flight crew members:

a) Initial and Annual Ground Training:

i) factors that may lead to CFIT accidents and incidents,



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ii) operational characteristics, capabilities, and limitations of GPWS,

iii) CFIT prevention strategies,

iv) methods of improving situational awareness, and

v) escape manoeuvre techniques and profiles applicable to the aircraft type;

b) An Air Operator shall conduct CFIT avoidance training in an approved simulator as follows:

i) one escape manoeuvre performed in Visual Meteorological Conditions in response to a GPWS warning, and

ii) one escape manoeuvre performed in Instrument Meteorological Conditions in response to a GPWS warning;

c) An Air Operator shall conduct CFIT awareness training yearly in an approved simulator as follows:

i) one escape manoeuvre performed in Instrument Meteorological Conditions in response to a GPWS.

d) where the flight crew members operate aircraft equipped with a Terrain Awareness and Warning System (TAWS), the training received on TAWS is considered to have met the requirements of paragraphs (a), (b) and (c).

38. Conditional Approval of Training Program

The intent of a conditional approval of training program is to permit an Air Operator, when introducing a new type of aircraft, to begin training of crew members while having in hand a proposed training program from the aircraft manufacturer or a contracting training organization. In most cases the training program is adequate to initiate the training and it shall be used as a basis for an approved training program. A training program shall receive conditional approval when the following conditions are met: a) a training syllabus and a complete training program for initial training

will have to be submitted; b) the training program shall include as a minimum the following, as

applicable: i) an overview of the training program showing the requirements for

initial training; ii) a detailed content of the proposed ground training, including

individual items covered in each training period in regards of technical aircraft training, cockpit procedure training, FTD training, emergency procedures training for Cabin and Deck Crew Members;

iii) a detailed content of the proposed simulator and/or aircraft training, including individual items covered in each training session;

iv) a description of the proposed training aids and training facilities; and

v) a copy of the proposed manuals and handouts to be provided to the trainees.



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39. Cabin Emergency Evacuation Trainer

The standard for a Cabin Emergency Evacuation Trainer is as follows:

a) The aircraft type(s) should be accurately represented with respect to cabin layout and stowage for safety and emergency equipment in relation to the emergency exits provided. All features of the real aircraft passenger and Cabin Crew Member seats adjacent to the exits must be incorporated.

b) Each approved aircraft exit type should be capable of both normal and emergency operation and shall be representative in components, dimensions, weight and balance and method of operation, including extent of movement and forces. These specifications also apply to a free standing exit trainer.

c) An appropriate surface area should be provided outside each emergency exit to enable occupants to leave the trainer during evacuation drills.

d) The trainer need contain only those items which are representative of the aircraft type(s) operated by the Air Operator.

e) A minimum of four (4) rows of cabin seats with a proportional aisle(s) shall be installed, in order to simulate a realistic cabin layout for emergency evacuation exercises/drills.

f) The trainer should be equipped with:

i) a minimum of two (2) operational emergency exits (one door and one alternate exit or two (2) doors, as applicable) – plus one operational window exit. The Air Operator may choose to equip the trainer with doors representative of more than one aircraft type. Trainers may be equipped with operational exits on either port or starboard side or both;

ii) at least one Cabin Crew Member station located at an operational exit, and additional Cabin Crew Member stations may be required depending on the grouping of exits contained in the trainer;

iii) an operational P.A./intercom system and appropriate Cabin Crew Member panel(s) at each Cabin Crew Member station;

iv) safety and emergency equipment of a type currently required on the aircraft in the appropriate brackets and locations;

v) operational flight deck and cabin call chimes;

vi) internal cabin markings, such as placards and exit markings;

vii) normal and emergency cabin lighting, including fail features;

viii) Passenger Service Units (PSU's) with deployable oxygen masks for passenger and Cabin Crew Member seats;

ix) operational 'No Smoking'/'Fasten Seat Belt' ordinance signs visible from each passenger seat and Cabin Crew Member station/position;



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x) a method of simulating an unserviceable exit(s);

xi) fire simulation at window and door exits;

xii) simulated cabin windows and features necessary to darken the cabin;

xiii) facilities and sufficient speakers to simulate sound effect/crash noises audible throughout the cabin; and

xiv) smoke simulation capabilities.

Regulatory approval for use of training devices in lieu of an aircraft shall be conditional on the compatibility of the device to the related components of the training program and issued in association with program approval. Where an Air Operator arranges to use the emergency evacuation trainer or free standing exit trainer owned by another Air Operator, the training shall comply with the approved training program and operating procedures of the Air Operator whose crews are being trained, and items/equipment in the trainer shall be restricted if significant differences of cabin layout and equipment exist.

40. Unlawful Interference

a) An Air Operator shall establish and maintain a training program which enables crew members to act in the most appropriate manner to minimize the consequences of acts of unlawful interference.

b) An Air Operator shall also establish and maintain a training program to acquaint appropriate employees with preventive measures and techniques in relation to passengers, baggage, cargo, mail, equipment, stores and supplies intended for carriage on an aircraft so that they contribute to the prevention of acts of sabotage or other forms of unlawful interference.

41. Security

a) Security of the flight crew compartment.

i) In all aircraft which are equipped with a flight crew compartment door, this door shall be capable of being locked, and means shall be provided by which cabin crew can discreetly notify the flight crew in the event of suspicious activity or security breaches in the cabin.

ii) From 1 November 2003, all passenger-carrying aircraft of a maximum certificated take-off mass in excess of 45,500 kg or with a passenger seating capacity greater than 60 shall be equipped with an approved flight crew compartment door that is designed to resist penetration by small arms fire and grenade shrapnel, and to resist forcible intrusions by unauthorized persons. This door shall be capable of being locked and unlocked from either pilot’s station.

iii) In all aircraft which are equipped with a flight crew compartment door in accordance with a(i):



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A) this door shall be closed and locked from the time all external doors are closed following embarkation until any such door is opened for disembarkation, except when necessary to permit access and egress by authorized persons; and

B) means shall be provided for monitoring from either pilot’s station the entire door area outside the flight crew compartment to identify persons requesting entry and to detect suspicious behaviour or potential threat.

iv) All passenger-carrying aircraft should be equipped with an approved flight crew Compartment door; where practicable, that is designed to resist penetration by small arms fire and grenade shrapnel and to resist forcible intrusions by unauthorized persons. This door should be capable of being locked and unlocked from either pilot’s station

v) In all aircraft which are equipped with a flight crew compartment door in accordance with (iv):

A ) the door should be closed and locked from the time all external doors are closed following embarkation until any such door is opened for disembarkation, except when necessary to permit access and egress by authorized persons; and

B) means should be provided for monitoring from either pilot’s station the entire door area outside the flight crew compartment to identify persons requesting entry and to detect suspicious behaviour or potential threat.

b) Aircraft search procedure checklist

An operator shall ensure that there is on board a checklist of the procedures to be followed in searching for a bomb in case of suspected sabotage and for inspecting aircraft for concealed weapons, explosives or other dangerous devices when a well-founded suspicion exists that the aircraft may be the object of an act of unlawful interference. The checklist shall be supported by guidance on the appropriate course of action to be taken should a bomb or suspicious object be found and information on the least-risk bomb location specific to the aircraft.

c) Training Programmes

An operator shall establish and maintain an approved security training programme which ensures crew members act in the most appropriate manner to minimize the consequences of acts of unlawful interference. As a minimum, this programme shall include the following elements:

A) determination of the seriousness of any occurrence;

B) crew communication and coordination;

C) appropriate self-defense responses;



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D) use of non-lethal protective devices assigned to crew members whose use is authorized by the State of the operator;

E) understanding of behaviour of terrorists so as to facilitate the ability of crew members to cope with hijacker behaviour and passenger responses;

F) live situational training exercises regarding various threat conditions;

G) flight deck procedures to protect the aircraft; and

H) aircraft search procedures and guidance on least-risk bomb locations where practicable.

d) An operator shall also establish and maintain a training programme to acquaint appropriate employees with preventive measures and techniques in relation to passengers, baggage, cargo, mail, equipment, stores and supplies intended for damage on an aircraft so that they contribute to the prevention of acts of sabotage or other forms of unlawful interference.

e) Reporting acts of unlawful interference;

Following an act of unlawful interference, the pilot-in-command shall submit, without delay, a report of such an act to the designated local authority.

f) Miscellaneous

i) Specialized means of attenuating and directing the blast should be provided for use at the least-risk bomb location.

ii) Where an operator accepts the carriage of weapons removed from passengers, the aircraft should have provision for stowing such weapons in a place so that they are inaccessible to any person during flight time.

Note: In the context of this Attachment word “security” is used in the sense of prevention of illicit acts against civil aviation.

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